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(Nomaden) l f W..GFILLIS.v SPARK ARRBSTBR.

4No..a77,4a5. Panta-lumi1P@b`lr 7, 1888.

N. PETIRS. Mam Hohl'. Wadwdv Il. EC.

- zsneets-'sneet 1.- y

(No Model.) y'

W. GILLIS.v v

' SPARK ARRBSTER. NO- 377,485 vmsnm Feb. 7,1388.

Fiy

Win/as ses:

@MM www?? UNITED. STATES PATENT OFFICEo WILLIAM GILLIS, .oF PARSONS,KANSAS, VASSIGNOR oI'TwoTHInDS Tol WILLIAM OHERIN AND CHARLES w. WELLER,BOTH oF SAME PLACE;- j

SPARK-ARRESTER.V

SPECIFICATION forming part of Letters Patent-No. 377,485,datedl-"ebruary 7, 1888.

Application tiled May 26, 1887. Serial No. 239,410. (No model.)

yTo all whom it mayconcern: I

Be it known that I,WILLIAM GILLIS, of Parsons, Kansas, have 'made anewand useful Improvement in Spark-Arresters for Locomotives, of whichthe following is a full, clear,

and exact description. The improvementrelates to the means for promotingthe fuel-combustion and arresting t-he escape of sparks, substantiallyas shown in the annexed drawings, making part of this specification, andexhibiting the most desirable mode of carrying out the improvement, inwhicht Figure 1 is a vertical longitudinal section of that portion o f alocomotive with which the improvement is immediately connected, thesection being on the line 1 1 of Fig. 2, which in turn isaverticalcross-section on the line 2 2 ofFig. 1; andFig. 3 is a horizontal withinthe shell of the boiler being lin plan view. f Y

The same letters of reference denote the same parts.

v 2 5 In locomotives heretofore constructed it has been customary todivert the course of the `products of combustiomafter escaping from theboilerues, into the lower part ofthe 4 ing its smoke 4 arch` thusdivided and` itsv y smokecurrents thus directed the exhaust acts sodirectly upon the boiler-dues as to cause a considerable portion of thefuel to be drawn in asemi-consumed condition through the lues and intothe smoke-arch. So rapidly does this occur that, to give a practicalillus-y tration of the difficulty, ina run of `fty miles 5o the smokearch of a large locomotive will besection on the line 3 3 of Fig. 1, theparts if which named parts are of the usual form. Y

.ward and forward infront of the steam-'pipes come filled-With solidmatter, principally coke,

upto the lower edge ofthediaphragm, and pro gress of thelocomotive isconsequently arrested until thermatter has been removed from thesmokearch. To overcome this difficulty, to V promotey the combustion ofthefuel in the fire- .box of the locomotive, and to arrest the escape'of sparks from the stack is the aim of this imf 'I provement,whichconsists, mainly, in extend-` o ing'the-space inclosed between theHue-sheet y6o and the deflection-plate `considerably vabove thelevelof'theboiler-dueaand p'referablyquiteLk Y tothe top of theboiler-shelhand thereby pro viding ya space considerably larger acrossverticallylhan the area of vthe combinedue ends, and byA reason of suchenlarged space Y preventing the exhaust from acting sodirectly v uponthe boiler-fines as to draw the fuelvin an unconsumed condition-throughthe flue/s. 4.

In the drawings, A represents the forward v end of a locomotive-boilerof-the ordinary, v form. Y

B represents th'e customary pipe through y which .the livev steam issupplied from the boiler through the nigger-head b and steampipes b bvtothe cylinders C C; but a single due, D, Fig. l, is vshown- Hamelinone of the topmost row, the lower ones it not being" necessary to Show,as their construction and relative arrangement are well understood..

E represents the flue-sheet, Frepresents thev smoke-arch, G G representthe exhaustnoz- Y zles, and H represents the smoke-stack, allgV Irepresents theimperforate deflection-plate.y Insteadv of star-ting itfrom the uefsheetE at the levelvof the,` topmost dues, D, it connectswith the shell f of the smoke-arch at the top p thereof,l as shown, andthence it extendsdown-l b b', but shaped att' to provide `for theupperend of the exhaust-nozzles G,which terminate in front of thedeflection-plate.- Aboutr nidV way vertically in the smoke-arch thedeflec tion-plate is extended forward past theex-v haust-nozzl'es,substantiallywas Shown "at From this last-named point animperforatediaphragm, 112, extends downward toward'the bottom of thesmoke-arch, butr leaving an opening, f', beneath the diaphragm, throughice 7 v which the products of combustion can pass to the front of thediaphragm intothe space J', formed in the smoke-arch beneath the nettingK, which extends from the part i upwardand forward to the shell of thesmoke-arch forward of the smokestack, substantially as shown.

The operation is as follows: The draft created by the exhauststeam actsupon thespace L between the flue-sheet E and the deflectionplate anddiaphragm. By reason of the space being more extensive transversely thanthe area of that part of the flue-sheet occupied by the'ues D the actionof the draft upon the lues Dis modified, and to such an extent that inthe place of the lower portion of the fines becoming choked withparticles drawn from the fire and the smoke-arch being filled up to thediaphragm, as hitherto has been the experience with locomotives whosedeflectionplate connects with the liue-sheet in the vicinity of thetopmost fines, the tlues all remain open and practically no4 sedimentcollects in the smoke-arcl1,and hence,as indicated in the drawings,there is no provision made for reaching the interior of the smokearchfor cleaning purposes. of the diaphragm is made vertically adjustable inthe customary manner. An additional' feature of the netting is makingtoward its upper end a narrow opening, Informed by'as'pace left betweenthe two parts of the netting K,

Fig. 1-say three-eighths of an inch wide--for the purpose of intlu'encing the draft toward the upper end of the netting,andtherebyfcausing p j.- such particles as may find their way into the l'space beneath the netting to be drawn upward against the netting andthus more effectually abraded, broken up, and pulverized before es.-

The lower portion, i3, j

.width of the slit'c at vthe line of union of the parts k and k2.

An additional advantage accruing from the 'improvement is itsadaptability to many va.- 45

rieties of locomotives, to the old style, and also to the extendedsmoke-arch. It, further, can very readily and inexpensively be placed inposition.

By extending the diaphragm horizontally forward at or near the top oftheexhaust-pipes, and thence downward in front of the exhaustpipes, asshown, the cost of constructing the diaphragm and of keeping it inrepair is materially reduced.

I claim- 1. The co1nbination,in a smoke-arch, of the imperforatedeflection-plate, the exhaust-nozzles, and the netting K, said nettinghaving an opening, k, formed by the space between the 6o two parts ofthe netting, as described.

2. The combination, in a locomotive smokearch, of the steam-pipes, thedeflection-plate and ldiaphragm, and the exhaust-nozzles, saidVdiaphragm and deflection-plate starting from the top ofthe arch forwardof said steam-pipes v' 'and'exten'di ng downward and forward ofthem,

butin the rear of the upper end ofthe exhaustnozzles, thencehorizontally forward past the f exhaustnozzles, and then downward towardthe bottom of the smoke-arch, as described.

fitness my hand. i WILLIAM GILLIS.

Vitnesses: l

WVM. OHERIN, vCIIaRLEs WV. VELLER.

